Adjustable vehicle suspension system

ABSTRACT

A damping control system for a vehicle having a suspension located between a plurality of ground engaging members and a vehicle frame includes at least one adjustable shock absorber having an adjustable damping profile and a driver actuatable input. The driver actuatable input may be positioned to be actuatable by the driver in the absence of requiring a removal of either of the hands of the driver from a steering device of the vehicle.

CROSS-REFERENCE TO RELATED APPLICATIONS

The present application is a continuation of U.S. patent applicationSer. No. 15/618,793, filed Jun. 9, 2017, titled “ADJUSTABLE VEHICLESUSPENSION SYSTEM”, the complete disclosure of which is expresslyincorporated by reference herein.

BACKGROUND AND SUMMARY OF THE DISCLOSURE

The present disclosure relates to improved suspension for a vehicle andin particular to systems and methods of damping and/or rebound controlfor shock absorbers.

Currently some off-road vehicles include adjustable shock absorbers.These adjustments include spring preload, high and low speed compressiondamping and/or rebound damping. In order to make these adjustments, thevehicle is stopped and the operator makes an adjustment at each shockabsorber location on the vehicle. A tool is often required for theadjustment. Some on-road automobiles also include adjustable electricshocks along with sensors for active ride control systems. The system ofthe present disclosure allows an operator to make real time “on-the-go”adjustments to the shocks to obtain the most comfortable ride for giventerrain and payload scenarios.

Exemplary systems are disclosed in U.S. Pat. No. 9,010,768 and USPublished Patent Application No. 2016/0059660, both assigned to thepresent assignee and the entire disclosures of each expresslyincorporated by reference herein.

Vehicles often have springs (coil, leaf, or air) at each wheel, rack, orski to support a majority of the load. The vehicle of the presentdisclosure also has electronic shocks controlling the dynamic movementof each wheel, ski, or track. The electronic shocks have one or morevalves that control the damping force of each shock. This valve maycontrol compression damping only, rebound damping only, or a combinationof compression and rebound damping. The valve(s) may be connected to acontroller having a user interface that is within the driver's reach foradjustment while operating the vehicle.

In an exemplary embodiment of the present disclosure, a method ofcontrolling a damping characteristic of an adjustable shock absorber ofa vehicle being operated by a driver, the driver steering the vehicle byholding a steering device with the hands of the driver, is provided. Themethod comprising the steps of (a) electronically controlling with atleast one controller the damping characteristic of the adjustable shockabsorber based on a plurality of inputs from a plurality of sensorssupported by the vehicle at a first time; (b) receiving at a second timesubsequent to the first e a driver initiated request to alter thedamping characteristic of the adjustable shock absorber through andriver actuatable input; (c) altering with the at least one controller,at a third time subsequent to the second time, the dampingcharacteristic of the adjustable shock absorber based on the receiveddriver initiated request; and (d) automatically altering with the atleast one controller, at a fourth time subsequent to the third time, thedamping characteristic of the adjustable shock absorber based on theplurality of inputs from the plurality of sensors.

In an example thereof, the vehicle maintains a ground speed of greaterthan zero from the first time through the fourth time. In anotherexample thereof, the damping characteristic at the fourth time is basedon the plurality of inputs from the plurality of sensors supported bythe vehicle at the fourth time.

In yet another example thereof, step (c) of the method includes thesteps of deviating a stiffness of the damping characteristic of theadjustable shock absorber relative to the stiffness of the dampingcharacteristic of the adjustable shock absorber at the first time; andat a fifth time between the third time and the fourth time, altering thestiffness of the damping characteristic of the adjustable shock absorbertowards a current determined damping characteristic of the adjustableshock absorber based on the plurality of inputs from the plurality ofsensors. In a variation thereof, the stiffness of the dampingcharacteristic of the adjustable shock absorber is held at a deviatedlevel between the third time and the fifth time. In another variationthereof, the step of altering the stiffness of the dampingcharacteristic of the adjustable shock absorber at the fifth timeincludes the step of linearly altering the stiffness of the dampingcharacteristic of the adjustable shock absorber from the deviated levelto the current determined damping characteristic of the adjustable shockabsorber based on the plurality of inputs from the plurality of sensors.In yet another variation thereof, the step of altering the stiffness ofthe damping characteristic of the adjustable shock absorber at the fifthtime includes the step of linearly altering the stiffness of the dampingcharacteristic of the adjustable shock absorber to the currentdetermined damping characteristic of the adjustable shock absorber basedon the plurality of inputs from the plurality of sensors.

In yet another example, the vehicle includes a plurality of groundengaging members; a frame coupled to the plurality of ground engagingmembers through a plurality of suspensions, a first ground engagingmember of the plurality of ground engaging members being coupled to theframe through a first suspension, the first suspension including a firstadjustable shock absorber of the at least one adjustable shock absorber,a second ground engaging member of the plurality of ground engagingmembers being coupled to the frame through a second suspension, thesecond suspension including a second adjustable shock absorber of the atleast one adjustable shock absorber, and a third ground engaging memberof the plurality of ground engaging members being coupled to the framethrough a third suspension, the third suspension including a thirdadjustable shock absorber of the at least one adjustable shock absorber;and a driver seat supported by the frame and having a seating surfacepositioned rearward of the steering device, the first adjustable shockabsorber and the second adjustable shock absorber being positionedforward of the steering device and the third adjustable shock absorberbeing positioned rearward of the steering device, wherein in step (c)the damping characteristic of the first adjustable shock absorber andthe damping characteristic of the second adjustable shock absorber arealtered. In a variation thereof, step (c) of the method includes thesteps of deviating a stiffness of the damping characteristic of thefirst adjustable shock absorber relative to the stiffness of the dampingcharacteristic of the first adjustable shock absorber at the first timeand deviating a stiffness of the damping characteristic of the secondadjustable shock absorber relative to the stiffness of the dampingcharacteristic of the second adjustable shock absorber at the firsttime; and at a fifth time between the third time and the fourth time,altering the stiffness of the damping characteristic of the firstadjustable shock absorber towards a current determined dampingcharacteristic of the first adjustable shock absorber based on theplurality of inputs from the plurality of sensors and altering thestiffness of the damping characteristic of the second adjustable shockabsorber towards a current determined damping characteristic of thesecond adjustable shock absorber based on the plurality of inputs fromthe plurality of sensors.

In still another example, step (c) of the method includes the steps ofdeviating a stiffness of the damping characteristic of the at least oneadjustable shock absorber relative to the stiffness of the dampingcharacteristic of the at least one adjustable shock absorber at thefirst time; and at a fifth time between the third time and the fourthtime, altering the stiffness of the damping characteristic of the atleast one adjustable shock absorber, wherein the fifth time is apredetermined time delay period from the third time. In a variationthereof, the step of altering the stiffness of the dampingcharacteristic of the at least one adjustable shock absorber includesaltering the stiffness of the damping characteristic of the at least oneadjustable shock absorber towards a current determined dampingcharacteristic of the at least one adjustable shock absorber based onthe plurality of inputs from the plurality of sensors. In a furthervariation thereof, the driver initiated request corresponds to anactuation of the driver actuatable input from a first configuration to asecond configuration and the method further comprises the step ofinitiating the predetermined time delay period upon the actuation of thedriver actuatable input to the second configuration. In yet anothervariation thereof, the driver initiated request corresponds to anactuation of the driver actuatable input from a first configuration to asecond configuration and the method further comprises the step ofinitiating the predetermined time delay period upon a detection of thedriver actuatable input returning towards the first configuration. Inyet still another variation, the driver initiated request corresponds toan actuation of the driver actuatable input from a first configurationto a second configuration and the method further comprises the steps ofinitiating the predetermined time delay period upon one of the actuationof the driver actuatable input to the second configuration and adetection of the driver actuatable input returning towards the firstconfiguration; receiving at a sixth time subsequent to the third timeand prior to the fifth time, a second driver initiated request to alterthe damping characteristic of the adjustable shock absorber through thedriver actuatable input; and delaying the fifth time by resetting thepredetermined time delay based on the second driver initiated request.In still a further variation, the driver actuatable input is a brakepedal and the step of receiving at the second time subsequent to thefirst time the driver initiated request includes the step of detecting atapping of the brake pedal.

In yet still another example, the driver actuatable input is actuatableby the driver in the absence of requiring a removal of either of thehands of the driver from the steering device. In a variation thereof,step (c) of the method includes the steps of increasing a stiffness ofthe damping characteristic of the adjustable shock absorber relative tothe stiffness of the damping characteristic of the adjustable shockabsorber at the first time; and at a fifth time between the third timeand the fourth time, reducing the stiffness of the dampingcharacteristic of the adjustable shock absorber towards a currentdetermined damping characteristic of the adjustable shock absorber basedon the plurality of inputs from the plurality of sensors. In a furthervariation, the stiffness of the damping characteristic of the adjustableshock absorber is held at a constant level between the third time andthe fifth time. In still a further variation, the step of reducing thestiffness of the damping characteristic of the adjustable shock absorberat the fifth time includes the step of linearly reducing the stiffnessof the damping characteristic of the adjustable shock absorber from theconstant level to the current determined damping characteristic of theadjustable shock absorber based on the plurality of inputs from theplurality of sensors.

In another exemplary embodiment of the present disclosure, a vehicle foroperation by a driver is provided. The vehicle comprising a plurality ofground engaging members; a plurality of suspensions supported by theplurality of ground engaging members, the plurality of suspensionsincluding a plurality of adjustable shock absorbers; a frame coupled tothe plurality of ground engaging members through the plurality ofsuspensions, a first ground engaging member of the plurality of groundengaging members being coupled to the frame through a first suspension,the first suspension including a first adjustable shock absorber of theplurality of adjustable shock absorbers, a second ground engaging memberof the plurality of ground engaging members being coupled to the framethrough a second suspension, the second suspension including a secondadjustable shock absorber of the plurality of adjustable shockabsorbers, and a third ground engaging member of the plurality of groundengaging members being coupled to the frame through a third suspension,the third suspension including a third adjustable shock absorber of theplurality of adjustable shock absorbers; a steering system supported bythe frame and including a steering device operatively coupled to atleast one of the plurality of ground engaging members to steer thevehicle; a driver actuatable input which is positioned to be actuatableby the driver; a driver seat supported by the frame and having a seatingsurface positioned rearward of the steering device, the first adjustableshock absorber and the second adjustable shock absorber being positionedforward of the steering device and the third adjustable shock absorberbeing positioned rearward of the steering device; a plurality of sensorssupported by the plurality of ground engaging members; and at least onecontroller operatively coupled to the plurality of adjustable shockabsorbers and the plurality of sensors. The at least one controllerconfigured to (a) determine a damping characteristic of at least one ofplurality of adjustable shock absorbers based on a plurality of inputsfrom the plurality of sensors; (b) receive a driver initiated request toalter the damping characteristic of the at least one of the plurality ofadjustable shock absorbers from the driver actuatable input; (c) alterthe damping characteristic of the at least one of the plurality ofadjustable shock absorbers in response to the received driver initiatedrequest for a first period of time, and (d) subsequent to (c),automatically alter the damping characteristic of the at least one ofthe plurality of adjustable shock absorbers again based on the pluralityof inputs from the plurality of sensors at an expiration of the firstperiod of time.

In an example thereof, the driver actuatable input is supported by thesteering device. In a variation thereof, the steering device furthersupports a suspension damping ride mode configuration driver actuatableinput.

In another example, the steering device is a steering wheel. In stillanother example, the steering device is a handlebar.

In still a further example, the driver actuatable input is positionedlower than the steering device. In a variation thereof, the driveractuatable input is a foot actuatable input device. In a furthervariation thereof, the foot actuatable input is a brake pedal.

In still yet a further example, a driver engageable surface of thedriver actuatable input is positioned lower than the seating surface ofthe driver seat. In a variation thereof, the driver actuatable input isa foot actuatable input device. In a further variation thereof, the footactuatable input is a brake pedal.

In still another example, the at least one controller permits thevehicle to have a ground speed of greater than zero while the at leastone controller executes (a) through (d).

In a further still example, the at least one controller in (c) deviatesa stiffness of the damping characteristic of the at least one adjustableshock absorber of the plurality of adjustable shock absorbers for afirst portion of the first time period and subsequently alters thestiffness of the damping characteristic of the at least one adjustableshock absorber of the plurality of adjustable shock absorbers for asecond portion of the first time period. In a variation thereof, the atleast one controller holds the stiffness of the damping characteristicof the at least one adjustable shock absorber of the plurality ofadjustable shock absorbers at a deviated level during the first portionof the first time period. In another variation thereof, the at least onecontroller linearly alters the stiffness of the damping characteristicof the at least one adjustable shock absorber of the plurality ofadjustable shock absorbers during the second portion of the first timeperiod.

In yet a further still example, the at least one adjustable shockabsorber of the plurality of adjustable shock absorbers includes thefirst adjustable shock absorber and the second adjustable shockabsorber. In a variation thereof, the at least one controller in (c)deviates the damping characteristic of the first adjustable shockabsorber and the damping characteristic of the second adjustable shockabsorber for a first portion of the first time period and subsequentlyalters the damping characteristic of the first adjustable shock absorberand the damping characteristic of the second adjustable shock absorberfor a second portion of the first time period. In a further variationthereof, the damping characteristic of the first adjustable shockabsorber and the damping characteristic of the second adjustable shockabsorber is altered linearly during the second portion of the first timeperiod.

In yet a still further example, the driver actuatable input which ispositioned to be actuatable by the driver in the absence of requiring aremoval of either of the hands of the driver from the steering device.

Additional features of the present disclosure will become apparent tothose skilled in the art upon consideration of the following detaileddescription of illustrative embodiments exemplifying the best mode ofcarrying out the invention as presently perceived.

BRIEF DESCRIPTION OF THE DRAWINGS

The foregoing aspects and many additional features of the present systemand method will become more readily appreciated and become betterunderstood by reference to the following detailed description when takenin conjunction with the accompanying drawings.

FIG. 1 illustrates a representative view of components of a vehicle ofthe present disclosure having a suspension with a plurality ofadjustable shock absorbers and a plurality of sensors;

FIG. 2 illustrates an exemplary power system of the vehicle of FIG. 1;

FIG. 3 illustrates a front, left perspective view of an exemplaryside-by-side vehicle;

FIG. 4 illustrates a rear right perspective view of the vehicle of FIG.3;

FIG. 5 illustrates a left side view of the vehicle of FIG. 3;

FIG. 6 illustrates a top view of the vehicle of FIG. 3;

FIG. 7 illustrates a front view of the vehicle of FIG. 3;

FIG. 8 illustrates a top view of the vehicle frame and suspensions ofthe vehicle of FIG. 3;

FIG. 9 illustrates a partial rear view of the operator space of thevehicle of FIG. 3 illustrating a foot actuated accelerator pedal and afoot actuated brake pedal;

FIG. 9A illustrates an exemplary steering wheel of the vehicle of FIG.3;

FIG. 10 illustrates an exemplary control system for the suspension ofFIG. 3;

FIG. 11 illustrates an exemplary processing sequence of the vehicle ofFIG. 3;

FIG. 12A illustrates an exemplary timing diagram for a driver actuatableinput of the vehicle of FIG. 3;

FIG. 12B illustrates an exemplary timing diagram for a damping level ofan adjustable shock absorber of the vehicle of FIG. 3;

FIG. 13A illustrates another exemplary timing diagram for a driveractuatable input of the vehicle of FIG. 3;

FIG. 13B illustrates another exemplary timing diagram for a dampinglevel of an adjustable shock absorber of the vehicle of FIG. 3;

FIG. 14A illustrates a further exemplary timing diagram for a driveractuatable input of the vehicle of FIG. 3;

FIG. 14B illustrates a further exemplary timing diagram for a dampinglevel of an adjustable shock absorber of the vehicle of FIG. 3;

FIG. 15A illustrates yet a further exemplary timing diagram for a driveractuatable input of the vehicle of FIG. 3;

FIG. 15B illustrates yet a further exemplary timing diagram for adamping level of an adjustable shock absorber of the vehicle of FIG. 3;

FIG. 16A illustrates an exemplary timing diagram of an occurrence of avehicle condition modifier event for the suspension of the vehicle ofFIG. 3;

FIG. 16B illustrates still a further exemplary timing diagram for adriver actuatable input of the vehicle of FIG. 3; and

FIG. 16C illustrates still a further exemplary timing diagram for adamping level of an adjustable shock absorber of the vehicle of FIG. 3.

Corresponding reference characters indicate corresponding partsthroughout the several views. Although the drawings representembodiments of various features and components according to the presentdisclosure, the drawings are not necessarily to scale and certainfeatures may be exaggerated in order to better illustrate and explainthe present disclosure.

DETAILED DESCRIPTION OF THE DRAWINGS

For the purposes of promoting an understanding of the principles of thepresent disclosure, reference will now be made to the embodimentsillustrated in the drawings, which are described below. The embodimentsdisclosed below are not intended to be exhaustive or limited to theprecise form disclosed in the following detailed description. Rather,the embodiments are chosen and described so that others skilled in theart may utilize their teachings.

Referring now to FIG. 1, the present disclosure relates to a vehicle 100having a suspension system 102 located between a plurality of groundengaging members 104 and a vehicle frame 106. Exemplary ground engagingmembers 104 include wheels, skis, guide tracks, treads or other suitabledevices for supporting the vehicle relative to the ground. Thesuspension typically includes springs 108 and adjustable shock absorbers110 coupled between the ground engaging members 104 and the frame 106.Springs 108 may include, for example, coil springs, leaf springs, airsprings or other gas springs. Exemplary air or gas springs 108 may beadjustable. See, for example, U.S. Pat. No. 7,950,486, assigned to thecurrent assignee, the entire disclosure of which is incorporated hereinby reference.

Adjustable shock absorbers 110 are often coupled between the vehicleframe 106 and the ground engaging members 104 through an A-arm linkageor other type linkage. Springs 108 are also coupled between the groundengaging members 104 and the vehicle frame 106.

In one embodiment, adjustable shock absorbers 110 include a dampingcontrol activator which is coupled to controller 120 by wires. Anexemplary damping control activator is an electronically controlledvalve which is activated to increase or decrease the dampingcharacteristics of adjustable shock absorber 110.

In one embodiment, each adjustable shock absorber 110 includes solenoidvalves mounted at the base of the shock body or internal to a damperpiston of the adjustable shock absorber 110. The stiffness of adjustableshock absorber 110 is increased or decreased by introducing additionalfluid to the interior of the shock absorber, removing fluid from theinterior of the shock absorber, and/or increasing or decreasing the easewith which fluid can pass from a first side of a damping piston of theshock absorber to a second side of the damping piston of the shockabsorber.

In another embodiment, adjustable shock absorber 110 includes amagnetorheological fluid internal to adjustable shock absorber 110. Thestiffness of the shock is increased or decreased by altering a magneticfield experienced by the magnetorheological fluid. Additional details onexemplary adjustable shocks are provided in US Published PatentApplication No. 2016/0059660, filed Nov. 6, 2015, titled VEHICLE HAVINGSUSPENSION WITH CONTINUOUS DAMPING CONTROL, assigned to the presentassignee, the entire disclosure of which is expressly incorporated byreference herein.

In one embodiment, a spring 108 and a shock 110 are located adjacenteach of the ground engaging members 104. In an ATV, for example, aspring 108 and an adjustable shock 110 are provided adjacent each of thefour ground engaging members 104 of the ATV. Some manufacturers offeradjustable springs 108 in the form of either air springs or hydraulicpreload rings. These adjustable springs 108 allow the operator to adjustthe ride height on the go. However, a majority of ride comfort comesfrom the damping provided by adjustable shock absorbers 110.

In one embodiment, adjustable shocks 110 are electrically controlledshocks for adjusting damping characteristics of shocks 110. A controller120 provides signals to adjust damping of adjustable shocks 110 in acontinuous or dynamic manner. Adjustable shocks 110 may be adjusted toprovide differing compression damping, rebound damping or both.

In one embodiment, controller 120 is microprocessor-based and includesprocessing instructions stored on a non-transitory computer readablemedium, such as memory 170, which are executable by the microprocessorof controller 120 to control operation of suspension system 102. Theterm “logic” as used herein includes software and/or firmware executingon one or more programmable processors, application-specific integratedcircuits, field-programmable gate arrays, digital signal processors,hardwired logic, or combinations thereof. Therefore, in accordance withthe embodiments, various logic may be implemented in any appropriatefashion and would remain in accordance with the embodiments hereindisclosed. A non-transitory machine-readable medium comprising logic canadditionally be considered to be embodied within any tangible form of acomputer-readable carrier, such as solid-state memory, magnetic disk,and optical disk containing an appropriate set of computer instructionsand data structures that would cause a processor to carry out thetechniques described herein. This disclosure contemplates otherembodiments in which controller 120 is not microprocessor-based, butrather is configured to control operation of suspension system 102 basedon one or more sets of hardwired instructions and/or softwareinstructions stored in memory 170. Further, controller 120 may becontained within a single device or be a plurality of devices networkedtogether, as illustrated in FIG. 1, to provide the functionalitydescribed herein.

Vehicle 100 includes a user interface 122 including a plurality of inputdevices 124 and a plurality of output devices 126. Input devices 124 areactuatable by a driver of vehicle 100 to provide a driver initiatedrequest to controller 120. Output devices 126 provide feedback to thedriver of the operational characteristics of vehicle 100.

Exemplary input devices include levers, buttons, switches, soft keys,touch screens, dials, and other suitable devices which are actuatable bythe driver. Input devices 124 provide the driver to communicate variousdriver initiated requests to controller 120. For example, a driver maycommunicate a driver initiated request to alter a damping characteristicof one or more of adjustable shocks 110. Further, a driver maycommunicate a driver initiated request to select a ride mode whichalters a baseline setup, such as a damping profile, for suspensionsystem 102 and potentially one or more additional systems of vehicle100, such as steering system 114 and power system 116. Additionaldetails regarding exemplary ride modes and input devices to initiateeach are provided in U.S. Patent Application Ser. No. 62/424,285, filedNov. 18, 2016, docket PLR-15-25091-05P-01-US and U.S. patent applicationSer. No. 15/377,640, filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US,the entire disclosures of which are expressly incorporated by referenceherein.

In one embodiment, one or more input devices 24 are supported by asteering control of steering system 114. Exemplary steering controlsinclude handlebars, a steering wheel, and other suitable devices heldand actuatable by the driver to provide an input on a desired steeringangle of vehicle 100.

In one embodiment, a driver actuatable device of vehicle 100 may be dualpurpose device. For example, a brake pedal is actuatable by a foot ofthe driver to provide an input to a braking system 112 of vehicle 100 tobrake one or more of ground engaging members 104. The brake pedal mayfurther be used as an input device to signal to controller 120 a driverinitiated request regarding a damping characteristic of adjustableshocks 110. As an example, a driver may momentarily depress the brakepedal partway, commonly known as tapping the brakes, and controller 120interprets that action as a driver initiated request to deviate adamping characteristic of one or more of adjustable shocks 110. In oneexample, the damping characteristic is deviated by increasing a dampingcharacteristic of one or more adjustable shocks. In another example, thedamping characteristic is deviated by decreasing a dampingcharacteristic of one or more adjustable shocks. Exemplary dampingcharacteristics include compression damping amount, rebound dampingamount, or both compression damping amount and rebound damping amount.

Exemplary output devices 126 include gauges, lights, displays, touchscreens, audio devices, tactile devices, and other suitable deviceswhich provide feedback information to the driver of the operationalcharacteristics of vehicle 100. Exemplary output devices are disclosedin U.S. Patent Application Ser. No. 62/424,285, filed Nov. 18, 2016,docket PLR-15-25091-05P-01-US and U.S. patent application Ser. No.15/377,640, filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, theentire disclosures of which are expressly incorporated by referenceherein.

In one embodiment, a portion of input devices 124 and output devices arepart of an integrated dashboard display of vehicle 100 and a portion ofinput devices 124 are provided on a steering control of steering systems114 and/or as foot actuated input devices actuatable by the driver ofvehicle 100. Additional details regarding exemplary displays areprovided in U.S. Patent Application Ser. No. 62/424,285, filed Nov. 18,2016, docket PLR-15-25091-05P-01-US and U.S. patent application Ser. No.15/377,640, filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, theentire disclosures of which are expressly incorporated by referenceherein.

Referring to the illustrated embodiment of FIG. 2, power system 116 ofvehicle 100 includes a prime mover 130. Exemplary prime movers 130include internal combustion engines, two stroke internal combustionengines, four stroke internal combustion engines, diesel engines,electric motors, hybrid engines, and other suitable sources of motiveforce. To start the prime mover 130, a power supply system 132 isprovided. The type of power supply system 132 depends on the type ofprime mover 130 included in vehicle 100. In one embodiment, prime mover130 is an internal combustion engine and power supply system 132 is oneof a pull start system and an electric start system. In one embodiment,prime mover 130 is an electric motor and power supply system 132 is aswitch system which electrically couples one or more batteries to theelectric motor.

A transmission 134 is coupled to prime mover 130. Transmission 134converts a rotational speed of an output shaft 136 of prime mover 130 toone of a faster rotational speed or a slower rotational speed of anoutput shaft 138 of transmission 134. It is contemplated thattransmission 134 may additionally rotate output shaft 138 at the samespeed as output shaft 136.

In the illustrated embodiment, transmission 134 includes a shiftabletransmission 140 and a continuously variable transmission (“CVT”) 142.In one example, an input member of CVT 142 is coupled to output shaft136 of prime mover 130. An input member of shiftable transmission 140 isin turn coupled to an output member of CVT 142. In one embodiment,shiftable transmission 140 includes a forward high setting, a forwardlow setting, a neutral setting, a park setting, and a reverse setting.The power communicated from prime mover 130 to CVT 142 is provided to adrive member of CVT 142. The drive member in turn provides power to adriven member through a belt or other member. Exemplary CVTs aredisclosed in U.S. Pat. Nos. 3,861,229; 6,176,796; 6,120,399; 6,860,826;and 6,938,508, the disclosures of which are expressly incorporated byreference herein. The driven member provides power to an input shaft ofshiftable transmission 140. Although transmission 134 is illustrated asincluding both shiftable transmission 140 and CVT 142, transmission 134may include only one of shiftable transmission 140 and CVT 142. Further,transmission 134 may include one or more additional components.

Transmission 134 is further coupled to at least one final drive 150which is in turn coupled to at least one of ground engaging members 104.Exemplary final drives include gear reduction units, differentials, andother suitable units for coupling transmission 134 to ground engagingmembers 104. Final drive 150 may communicate the power from transmission134 to one of ground engaging members 104 or multiple ground engagingmembers 104. In an ATV embodiment, one or both of a front differentialand a rear differential are provided. The front differential powering atleast one of two front wheels of the ATV and the rear differentialpowering at least one of two rear wheels of the ATV. In a side-by-sidevehicle embodiment having seating for at least an operator and apassenger in a side-by-side configuration, such as vehicle 200illustrated in FIGS. 3-9, one or both of a front differential and a reardifferential are provided. The front differential powering at least oneof two front wheels of the side-by-side vehicle 200 and the reardifferential powering at least one of multiple rear wheels of theside-by-side vehicle 200. In one example, the side-by-side vehicle hasthree axles and a differential is provided for each axle.

In one embodiment, braking system 112 may be coupled to any of primemover 130, transmission 134, final drive 150, and ground engagingmembers 104 or the connecting drive members therebetween. Braking system112 includes a brake sensor 162 which, in one example, monitors whenbraking system 112 is applied. In one example, brake sensor 162 monitorswhen a driver actuatable brake input, such as brake pedal 262 (see FIG.9) in vehicle 200, is applied. In one embodiment, braking system 112includes anti-lock brakes. In one embodiment, braking system 112includes active descent control and/or engine braking. In oneembodiment, braking system 112 includes a brake and in some embodimentsa separate parking brake.

Referring to FIGS. 3-9. An exemplary vehicle 100, a side-by-side vehicle200, is illustrated. Additional details regarding vehicle 200 areprovided in US Published Patent Application No. US 2015-0259011 A1,filed Apr. 9, 2015, docket PLR-15-25448.05P-US, the entire disclosure ofwhich is expressly incorporated by reference herein.

Vehicle 200 generally comprises a frame 202 (FIG. 5) supported by aplurality of ground engaging members 204. As shown in this disclosure,ground engaging members 204 are wheels and tires. Vehicle 10 furthercomprises a drive train 206 (FIG. 5) supported by frame 202 anddrivingly connected to one or more of the ground engaging members 204.In the present disclosure, the drivetrain 206 is comprised of afuel-burning internal combustion engine and transmission combination,together with at least one driveshaft extending between drivetrain 206and both of the ground engaging members 204 of a front set 208 of groundengaging members and a rear set 210 of ground engaging members 204.

Referring to FIG. 8, each of ground engaging members 204 of front set208 are coupled to frame 202 through respective front suspensions 212and each of ground engaging members 204 of rear set 208 are coupled toframe 202 through respective rear suspensions 214. Front suspensions 212are double control arm type suspensions, such as a double A-armsuspension, having an upper control arm 216 (see FIG. 7) and a lowercontrol arm 218 (see FIG. 7). Front suspensions 212 each also include ashock absorber 220. Rear suspensions 214 are trailing arm typesuspensions generally comprised of rear trailing arms 222 and controlarms 224. Rear suspensions 214 each also include a shock absorber 226.In one embodiment, each of front shock absorbers 220 and rear shockabsorbers 226 are adjustable shock absorbers 110. Additional detailsregarding exemplary drivetrains, front suspensions, and rear suspensionsare provided in U.S. Pat. Nos. 8,827,028, 7,819,220, 8,746,719, and USPublished Patent Application No. US 2015-0259011 A1, the entiredisclosures of which are expressly incorporated by reference herein.

As shown in FIGS. 3-7, vehicle 200 further includes a body portion orchassis shown generally at 230 to include a hood 232, front fender 234,dash 236, sideboard 238, front floorboard 240, rear sideboard 242 andrear cargo area 244. As also shown, vehicle 200 is comprised of operatoror seating area 250, having a driver seat 252 and a passenger seat 254.As shown best in FIG. 5, driver seat 252 includes a seat back 256 and aseat bottom 258.

Referring to FIG. 9, vehicle 200 further includes a plurality ofoperator controls including a foot actuated accelerator pedal 260, afoot actuated brake pedal 262, a transmission gear selector 264, aplurality of dash supported switches 266, and a steering wheel 268.Steering wheel 268 is gripped by the hands of the driver generally inareas 270 and 272 and is rotated to alter a steering direction ofvehicle 200. Accelerator pedal 260 is operatively coupled to powersystem 116 and is depressed by the foot of the driver to increase adriving speed of vehicle 200. Brake pedal 262 is operatively coupled tobraking system 112 and a pedal face of brake pedal 262 is depressed bythe foot of the driver to decrease a driving speed of vehicle 200.Transmission gear selector 264 is operatively coupled to shiftabletransmission 140 and is moveable by a hand of the driver to select agear of shiftable transmission 140. Dash supported switches 266 may beused to specify a ride mode of vehicle 200. Based on the state ofswitches 266, controller 120 configures suspension system 102 to havethe selected ride mode damping profile.

Returning to FIG. 1, controller 120 receives user inputs from operatorinterface 122 and adjusts the damping characteristics of adjustableshock absorbers 110 accordingly. The operator may independently adjustfront and rear adjustable shock absorbers 110 to adjust the ridecharacteristics of vehicle 100. In certain embodiments, each ofadjustable shock absorbers 110 is independently adjustable so that thedamping characteristics of adjustable shock absorbers 110 are changedfrom one side of the vehicle to another and/or from the front of vehicle100 to the back of vehicle 100. Side-to-side adjustment is desirableduring sharp turns or other maneuvers in which different dampingprofiles for adjustable shock absorbers 110 on opposite sides of thevehicle improves the handling characteristics of the vehicle.Front-to-back adjustment is desirable during braking or otherconditions. The damping response of adjustable shock absorbers 110 canbe changed in a matter of milliseconds to provide nearly instantaneouschanges in damping for potholes, dips in the road, or other drivingconditions.

In one embodiment, controller 120 is operatively coupled to a pluralityof vehicle condition sensors 160 and alters a damping characteristic ofone or more adjustable shock absorbers 110 of suspension system 102based at least in part on the received indications from the plurality ofvehicle condition sensors 160. Vehicle condition sensors 160 may eitheractively provide an indication by sending a sensor signal or passivelyprovide an indication by making available a monitored characteristic,such as a voltage, a temperature, a pressure or other suitablecharacteristics.

Exemplary vehicle condition sensors include a global changeaccelerometer 152 is coupled to each suspension adjacent each groundengaging member 104. Each accelerometer 152 provides an output signal tocontroller 120. Accelerometers 152 provide an output signal indicatingmovement of the ground engaging members 104 and suspension components108 and 110 as vehicle 100 traverses different terrain. Additionalvehicle condition sensors 160 may include a vehicle speed sensor 154, asteering sensor 156, a chassis supported accelerometer 158, a chassissupported gyroscope 161, and other sensors which monitor one or morecharacteristics of vehicle 100. Each of vehicle speed sensor 154,steering sensor 156, chassis supported accelerometer 158, chassissupported gyroscope 161 are operatively coupled to controller 120 andcontroller 120 receives input from each of vehicle speed sensor 154,steering sensor 156, chassis supported accelerometer 158, chassissupported gyroscope 161.

Vehicle speed sensor 154 provides an indication of a speed of vehicle100. In one embodiment, vehicle speed sensor 154 monitors a rotationspeed of a ground engaging member 104 or a shaft connecting a groundengaging member 104 to power system 116. Steering sensor 156 monitors anangle of rotation of a steering control or a rate that the angle ofrotation is changing, such as the angle a steering wheel or handlebars,are rotated from a base position.

Vehicle accelerometer 158, in one embodiment, is a three-axisaccelerometer supported on the chassis to provide an indication ofacceleration forces of vehicle 100 during operation. In one embodiment,vehicle accelerometer 158 is located at or close to a center position ofvehicle 100. Vehicle gyroscope 161, in one embodiment, is illustrativelya three-axis gyroscope supported on the chassis to provide indicationsof inertial measurements of the vehicle during operation. In oneembodiment, vehicle accelerometer 158 is not located at a center ofgravity of vehicle 100 and the readings of vehicle gyroscope 161 areused by controller 120 to determine the acceleration values of vehicle100 at the center of gravity of vehicle 100. In one embodiment, vehicleaccelerometer 158 and vehicle gyroscope 161 are integrated into asuspension controller 196.

Additional vehicle condition sensors 160 include a brake sensor 162which provides an indication of a position of brake pedal 262 or a brakepressure, a throttle position sensor 164 which provides an indication ofa position of accelerator pedal 260, a wheel speed sensor 166, and agear selection sensor 168 which provides an indication of a gear ofshiftable transmission 140 selected with gear selector 264. Each ofthese vehicle condition sensors 160 are operatively coupled tocontroller 120 to provide an output signal coupled to controller 120.

Controller 120 has at least one associated memory 170 which storescontrol logic, damping profiles, and sensor readings. Controller 120provides the electronic control of the various components of vehicle100. Further, controller 120 is operatively coupled to the plurality ofvehicle condition sensors 160 which monitor various parameters ofvehicle 100 or the environment surrounding vehicle 100. Controller 120performs certain operations to control one or more subsystems of othervehicle components. In certain embodiments, the controller 120 forms aportion of a processing subsystem including one or more computingdevices having memory, processing, and communication hardware.Controller 120 may be a single device or a distributed device, and thefunctions of the controller 120 may be performed by hardware and/or ascomputer instructions on a non-transitory computer readable storagemedium, such as memory 170.

As illustrated in the embodiment of FIG. 1, controller 120 isrepresented as including several controllers. These controllers may eachbe single devices or distributed devices or one or more of thesecontrollers may together be part of a single device or distributeddevice. The functions of these controllers may be performed by hardwareand/or as computer instructions on a non-transitory computer readablestorage medium, such as memory 120.

In one embodiment, controller 120 includes at least two separatecontrollers which communicate over a network 172. In one embodiment,network 172 is a CAN network. Details regarding an exemplary CAN networkare disclosed in U.S. patent application Ser. No. 11/218,163, filed Sep.1, 2005, the disclosure of which is expressly incorporated by referenceherein. Of course any suitable type of network or data bus may be usedin place of the CAN network. In one embodiment, two wire serialcommunication is used for some connections.

Referring to FIG. 1, in the illustrated embodiment, controller 120includes an operator interface controller 180 which controlscommunication with an operator through operator interface 122. Asteering controller 182 controls the operation of steering system 114.In one example, steering system 114 includes a power steering system andsteering controller 182 controls a level of assist provided by the powersteering system. Exemplary sensors and electronic power steering unitsare provided in U.S. patent application Ser. No. 12/135,107, assigned tothe assignee of the present application, titled VEHICLE, docketPLR-06-22542.02P, the disclosure of which is expressly incorporated byreference herein. A prime mover controller 184 controls the operation ofprime mover 130. A transmission controller 186 controls the operation oftransmission system 134.

A communications controller 194 controls operation of a communicationsystem 192 which connects vehicle 100 to remote devices 500. Exemplaryremote devices include other vehicles 100′; personal computing devices,such as cellphones or tablets; a centralized computer system maintainingone or more databases; and other types of devices remote from vehicle100 or carried by riders of vehicle 100. In one embodiment,communication controller 194 of vehicle 100 communicates with paireddevices over a wireless network. An exemplary wireless network is aradio frequency network utilizing a BLUETOOTH protocol. In this example,communication system 192 includes a radio frequency antenna.Communication controller 190 controls the pairing of devices to vehicle100 and the communications between vehicle 100 and the remote device. Inone embodiment, communication controller 190 of vehicle 100 communicateswith remote devices over a cellular network. In this example,communication system 192 includes a cellular antenna and communicationcontroller 190 receives and sends cellular messages from and to thecellular network. In one embodiment, communication controller 190 ofvehicle 100 communicates with remote devices over a satellite network.In this example, communication system 188 includes a satellite antennaand communication controller 190 receives and sends messages from and tothe satellite network. In one embodiment, vehicle 100 is able tocommunicate with other vehicles over a WIFI network. In one embodiment,vehicle 100 is able to communicate with other vehicles 100 over a RadioFrequency mesh network and communication controller 190 andcommunication system 188 are configured to enable communication over themesh network. An exemplary vehicle communication system is disclosed inU.S. patent application Ser. No. 15/262,113, filed Sep. 12, 2016, titledVEHICLE TO VEHICLE COMMUNICATIONS DEVICE AND METHODS FOR RECREATIONALVEHICLES, the entire disclosure of which is expressly incorporated byreference herein. Additional details regarding exemplary communicationsystems are provided in U.S. Patent Application Ser. No. 62/424,285,filed Nov. 18, 2016, docket PLR-15-25091-05P-01-US, the entiredisclosures of which are expressly incorporated by reference herein.,the entire disclosure of which is expressly incorporated by referenceherein.

Suspension controller 196 controls adjustable portions of suspensionsystem 102. Exemplary adjustable components include adjustable shockabsorbers 110, adjustable springs 108, and/or configurable stabilizerbars. Additional details regarding adjustable shocks, adjustablesprings, and configurable stabilizer bars is provided in U.S. PatentApplication Ser. No. 62/424,285, filed Nov. 18, 2016, docketPLR-15-25091-05P-01-US and U.S. patent application Ser. No. 15/377,640,filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, the entiredisclosures of which are expressly incorporated by reference herein.

A vehicle controller 194 controls lights, loads, accessories, chassislevel functions, and other vehicle functions. A ride height controller198 controls the preload and operational height of vehicle 100. In oneembodiment, ride height controller 198 controls springs 108 to adjust aride height of vehicle 100, either directly or through suspensioncontroller 196. In one example, ride height controller 198 provides moreground clearance in a comfort ride mode compared to a sport ride mode.

In one embodiment, controller 120 either includes or is operativelycoupled over network 172 to a location determiner 199 which determines acurrent location of vehicle 100. An exemplary location determiner 199 isa GPS unit which determines the position of vehicle 100 based oninteraction with a global satellite system.

Although controller 120 of vehicle 100 is illustrated as a distributedsystem including operator interface controller 180, steering controller182, prime mover controller 184, transmission controller 186,communication system 188, communication controller 190, communicationscontroller 194, suspension controller 196, ride height controller 198,and location determiner 199, in one embodiment the functionality of atleast two or more of operator interface controller 180, steeringcontroller 182, prime mover controller 184, transmission controller 186,communication system 188, communication controller 190, communicationscontroller 194, suspension controller 196, ride height controller 198,and location determiner 199 are combined into a single controller.

Referring to FIG. 10, an exemplary control system 300 for controllingthe damping of adjustable shock absorbers 110 is provided. Suspensioncontroller 196 is operatively coupled to adjustable shock absorbers 110and controls the damping of adjustable shock absorbers 110 based on aplurality of inputs. Exemplary inputs are provided in FIG. 10 andthroughout this disclosure. Further, additional exemplary inputs forsuspension controller 196 and control processing sequences forsuspension controller 196 are provided in U.S. Patent Application Ser.No. 62/424,285, filed Nov. 18, 2016, docket PLR-15-25091-05P-01-US andU.S. patent application Ser. No. 15/377,640, filed Dec. 13, 2016, docketPLR-15-25091-04P-02-US, the entire disclosures of which are expresslyincorporated by reference herein.

Returning to FIG. 10, suspension controller 196 receives a plurality ofinputs that affect the damping profiles of shock absorbers 110. First,an operator of vehicle 100 may specify a desired ride mode for vehicle100 as represented by block 302. In the illustrated embodiment, theoperator specifies the desired ride mode through user interface 122,such as with dash supported switches 266 or an input device 274supported by steering wheel 268 of vehicle 100. Exemplary input devicesinclude at least one button, a rocker switch, or other suitable driveractuatable device. Exemplary ride modes may alter the damping profile ofshock absorbers 110 and the characteristics of other systems of vehicle100. Suspension controller 196 has stored damping profiles thatcorrespond to each ride mode. Additional details regarding exemplaryride modes and driver inputs for specifying a desired ride mode aredisclosed in U.S. Patent Application Ser. No. 62/424,285, filed Nov. 18,2016, docket PLR-15-25091-05P-01-US and U.S. patent application Ser. No.15/377,640, filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, theentire disclosures of which are expressly incorporated by referenceherein.

Exemplary ride modes include a comfort ride mode, a sport ride mode, anda firm ride mode, respectively. A comfort ride mode is generallyoptimized for comfort and performance. The suspension remains normallysoft unless dynamic vehicle conditions sensed by more or more of vehiclecondition sensors 160 demand a more firm setting. A sport ride modeincreases the baseline damping of adjustable shock absorbers 110compared to the comfort ride mode, more aggressively controls body rollfor vehicle conditions such as turning or airborne, and has differentspeed sensitivity characteristics for increasing the damping ofadjustable shock absorbers 110. A firm ride mode increases the baselinedamping of adjustable shock absorbers 110 compared to sport mode. In oneexample, the firm ride mode provides a maximum damping characteristic ofadjustable shock absorbers 110. Additional ride modes are disclosed inU.S. Patent Application Ser. No. 62/424,285, filed Nov. 18, 2016, docketPLR-15-25091-05P-01-US and U.S. patent application Ser. No. 15/377,640,filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, the entiredisclosures of which are expressly incorporated by reference herein.

Returning to FIG. 10, second, suspension controller 196 receives inputsfrom vehicle condition sensors 160, as represented by block 304. Basedon the conditions sensed by vehicle condition sensors 160, suspensioncontroller 196 may alter the damping characteristics of shock absorbers110. For example, based on the conditions sensed by vehicle conditionsensors 160, suspension controller 196 may determine that one or morevehicle condition modifier states (“VCMS”) 310 exists which potentiallyresults in altering the damping characteristics of shock absorbers 110.Exemplary vehicle condition modifier states 310 include an anti-diveVCMS 312, a cornering VCMS 314, a MODE VCMS 316, an acceleration VCMS318, a braking VCMS 320, a roll/cornering VCMS 322, a jump/pitch VCMS323, and an airborne VCMS 326. In anti-dive VCMS 312, suspensioncontroller 196, in response to an indication of heavy braking from brakesensor 162, adjusts the damping levels of shock absorbers 110 adjacentthe front axle to be firmer to reduce “dive” of the vehicle. Additionaldetails regarding these and other VCMS are disclosed in U.S. PatentApplication Ser. No. 62/424,285, filed Nov. 18, 2016, docketPLR-15-25091-05P-01-US and U.S. patent application Ser. No. 15/377,640,filed Dec. 13, 2016, docket PLR-15-25091-04P-02-US, the entiredisclosures of which are expressly incorporated by reference herein.

Third, suspension controller 196 receives an input from the operator totemporarily alter the suspension damping characteristic (“TASDRequest”), as represented by block 330. In one example, the TASD Requestis a request to temporarily increase a damping characteristic of one ormore adjustable shocks. In another example, the TASD Request is arequest to temporarily decrease a damping characteristic of one or moreadjustable shocks. Based on inputs 302, 304, and 330, suspensioncontroller 196 executes a suspension damping control logic 340 todetermine a current damping value for each of shock absorbers 110(“Current Determined Damping”).

Referring to FIG. 11, an exemplary processing sequence 350 forsuspension damping control logic 340 is illustrated. Suspensioncontroller 196 determines the Current Determined Damping for each shockabsorbers 110 based on inputs 302 and 304, as represented by block 352.Suspension controller 196 determines if a TASD Request is active, asrepresented by block 354. If a TASD Request is not active, suspensioncontroller 196 alters the suspension damping characteristics of eachshock absorbers 110 based on the Current Determined Damping, asrepresented by block 356.

If a TASD Request is active, suspension controller 196 determines whichone of a damping characteristic of the TASD Request and the CurrentDetermined Damping has a higher damping, as represented by block 358. Ifthe Current Determined Damping is higher then suspension controller 196alters the suspension damping characteristics of each shock absorber 110based on the Current Determined Damping, as represented by block 356. Ifthe TASD Request damping is higher then suspension controller 196 altersthe suspension damping characteristics based on the TASD Request, asrepresented by block 360. In one embodiment, suspension controller 196executes processing sequence 350 for each of shock absorbers 110separately. In one embodiment, suspension controller 196 groups two ormore shock absorbers 110 together and executes processing sequence 350for the group. In one example, the TASD Request only affects a firstsubset of the plurality of adjustable shock absorbers. Thus, suspensioncontroller 196 takes into account the TASD Request for the first subsetof the plurality of adjustable shock absorbers 110 and not for theremainder of the plurality of adjustable shock absorbers 110.

An operator of vehicle 100 may specify a TASD Request through userinterface 122. In one embodiment, an input device 276 supported bysteering wheel 268 of vehicle 100. Exemplary input devices include atleast one button, a rocker switch, a momentary switch, or other suitabledriver actuatable device which may be actuatable by the driver in theabsence of requiring the driver to remove either of hands of the driverfrom steering wheel 268. As such, a driver is able to continue to gripsteering wheel 268 with both hands while still having the ability tosubmit a TASD Request. In another embodiment, input device 276 may bepositioned proximate to steering wheel 268, but not be supported bysteering wheel 268. For example, a lever or other input, similar to aturn signal input lever, windshield wiper input lever in a passengercar, or a paddle shifter input on the rear of a steering wheel, may bepositioned directly behind steering wheel 268 and actuatable by thedriver while the driver is able to continue to grip steering wheel 268.In implementations wherein vehicle 100 includes handlebars instead of asteering wheel, input device 276 may be positioned proximate to thegrips of the handlebars. In another embodiment, input device 276 may bepositioned on dash 236, a center console, or other locations withinvehicle 200 which are accessible from driver seat 252.

In another embodiment, a TASD Request may be submitted through a driveractuatable input that is not actuatable by the hands of the driver.Referring to FIG. 5, in one embodiment, a driver actuatable input ispositioned forward of a vertical plane 280 passing through a frontmostextent of driver seat 252 and lower than a horizontal plane 282 passingthrough a lowermost extent of steering wheel 268. The driver actuatableinput may be positioned as a foot actuatable input positioned abovefloorboard 240. The driver actuatable input may have a driver engageablesurface positioned lower than a seating surface of seat bottom 258 ofdriver seat 252. In one embodiment, the driver actuatable input is brakepedal 262. As an example, a driver may momentarily depress brake pedal262 partway, commonly known as tapping the brakes, as a TASD Request tosuspension controller 196 to increase a damping characteristic of one ormore of adjustable shocks 110. The input through brake pedal 262 may beturned on/off through a rocker switch, a touch display. In oneembodiment, a driver may provide a TASD Request through either input 276or brake pedal 262.

In one embodiment, a second driver actuatable input device 277 (see FIG.9A) is provided. In this embodiment, first driver actuatable inputdevice 276 provides a TASD Request to controller 196 to increase astiffness of the at least one adjustable shock absorber and seconddriver actuatable input device 277 provides a TASD Request to controller196 to reduce a stiffness of the at least one adjustable shock absorber.

The TASD Request may be submitted by actuation of input device 276 whilevehicle 200 has a ground speed of greater than zero. The TASD Requestmay also be submitted while vehicle 200 is stationary.

In an exemplary processing sequence of the logic of suspensioncontroller 196, suspension controller 196 controls the dampingcharacteristic of an adjustable shock absorber 110 based on a pluralityof inputs from vehicle condition sensors 160 supported by the vehicle200 at a first time. Suspension controller 196 then receives at a secondtime subsequent to the first time a TASD Request to alter the dampingcharacteristic of adjustable shock absorber 110 through input device 276or brake pedal 262 which is actuatable by the driver in the absence ofrequiring a removal of either of the hands of the driver from thesteering device, illustratively steering wheel 268. Suspensioncontroller 196 then alters, at a third time subsequent to the secondtime, the damping characteristic of the adjustable shock absorber 110based on the received TASD Request. Suspension controller 196 thenautomatically alters, at a fourth time subsequent to the third time, thedamping characteristic of adjustable shock absorber 110 based on theplurality of inputs from vehicle condition sensors 160. In one example,suspension controller 196 carries out this processing sequence whilevehicle 200 maintains a ground speed of greater than zero from the firsttime through the fourth time. In a further example, the dampingcharacteristic at the fourth time is based on the plurality of inputsfrom vehicle condition sensors 160 supported by vehicle 200 at thefourth time.

In one embodiment, when suspension controller 196 alters, at a thirdtime subsequent to the second time, the damping characteristic of theadjustable shock absorber 110 based on the received TASD Request,suspension controller 196 deviates a stiffness of the dampingcharacteristic of shock absorbers 110 relative to the stiffness of thedamping characteristic of shock absorbers 110 at the first time and at afifth time between the third time and the fourth time alters thestiffness of the damping characteristic of shock absorbers 110 towards acurrent determined damping characteristic of shock absorbers 110 basedon the plurality of inputs from vehicle condition sensors 160. In oneexample, the stiffness of the damping characteristic of shock absorbers110 is deviated by increasing the stiffness of the dampingcharacteristic of shock absorbers 110 and at the fifth time thealteration of the stiffness of the damping characteristic of shockabsorbers 110 is a reduction of the stiffness of the dampingcharacteristic of shock absorbers 110. In another example, the stiffnessof the damping characteristic of shock absorbers 110 is deviated bydecreasing the stiffness of the damping characteristic of shockabsorbers 110 and at the fifth time the alteration of the stiffness ofthe damping characteristic of shock absorbers 110 is an increase of thestiffness of the damping characteristic of shock absorbers 110. In yetanother example, the stiffness of the damping characteristic of shockabsorbers 110 is held at a deviated level between the third time and thefifth time. In another example, the stiffness of the dampingcharacteristic of shock absorbers 110 is held at a deviated levelbetween the third time and the fifth time and the step of altering thestiffness of the damping characteristic of shock absorbers 110 at thefifth time includes the step of linearly altering, for example reducingor increasing, the stiffness of the damping characteristic of shockabsorbers 110 from the deviated level to the current determined dampingcharacteristic of shock absorbers 110 based on the plurality of inputsfrom vehicle condition sensors 160. In another example, the step ofaltering the stiffness of the damping characteristic of shock absorbers110 at the fifth time includes the step of linearly altering, forexample reducing or increasing, the stiffness of the dampingcharacteristic of shock absorbers 110 to the current determined dampingcharacteristic of shock absorbers 110 based on the plurality of inputsfrom vehicle condition sensors 160.

In one embodiment, when suspension controller 196 alters, at a thirdtime subsequent to the second time, the damping characteristic of theadjustable shock absorber 110 based on the received TASD Request,suspension controller 196 deviates a stiffness of the dampingcharacteristic of shock absorbers 110 relative to the stiffness of thedamping characteristic of shock absorbers 110 at the first time and at afifth time between the third time and the fourth time, alters, forexample reduces or increases, the stiffness of the dampingcharacteristic of shock absorbers 110, wherein the fifth time is apredetermined time delay period from the third time. In one example, thestep of altering the stiffness of the damping characteristic of shockabsorbers 110 includes reducing the stiffness of the dampingcharacteristic of shock absorbers 110 towards a current determineddamping characteristic of shock absorbers 110 based on the plurality ofinputs from vehicle condition sensors 160. In another example, the TASDRequest corresponds to an actuation of input device 276 or brake pedal262 from a first configuration to a second configuration and suspensioncontroller 196 initiates the predetermined time delay period upon theactuation of input device 276 or brake pedal 262 to the secondconfiguration. In yet another example, the TASD Request corresponds toan actuation of input device 276 or brake pedal 262 from a firstconfiguration to a second configuration and suspension controller 196initiates the predetermined time delay period upon a detection of inputdevice 276 or brake pedal 262 returning towards the first configuration.In still another example, the TASD Request corresponds to an actuationof input device 276 or brake pedal 262 from a first configuration to asecond configuration and suspension controller 196 initiates thepredetermined time delay period upon one of the actuation of inputdevice 276 or brake pedal 262 to the second configuration and adetection of input device 276 or brake pedal 262 returning towards thefirst configuration, receives at a sixth time subsequent to the thirdtime and prior to the fifth time, a second driver initiated request toalter the damping characteristic of shock absorbers 110 through inputdevice 276 or brake pedal 262 which is actuatable by the driver in theabsence of requiring a removal of either of the hands of the driver fromthe steering device, and delays the fifth time by resetting thepredetermined time delay based on the second driver initiated request.In yet still a further example, the TASD Request is received bydetecting a tapping of the brake pedal.

In one embodiment, suspension controller 196 alters the dampingcharacteristics of each of shock absorber 220 in response to a receivedinput from input device 276. In one example, the damping characteristicsof each of shock absorber 220 are altered to the same damping setting.In another example, the damping characteristics of each of shockabsorber 220 are altered to different damping settings. In anotherembodiment, suspension controller 196 alters the damping characteristicsof each of shock absorbers 226 in response to a received input frominput device 276. In one example, the damping characteristics of each ofshock absorbers 226 are altered to the same damping setting. In anotherexample, the damping characteristics of each of shock absorbers 226 arealtered to different damping settings. In yet another embodiment,suspension controller 196 alters the damping characteristics of each ofshock absorber 220 and shock absorbers 226 in response to a receivedTASD Request from input device 276. In one example, the dampingcharacteristics of each of shock absorbers 220 and shock absorbers 226are altered to the same damping setting. In another example, the dampingcharacteristics of each of shock absorbers 220 and shock absorbers 226are altered to different damping settings.

Referring to FIGS. 12A and 12B, an exemplary damping characteristicmodification based on a TASD Request is illustrated. FIG. 12Aillustrates a timing diagram for the actuation of input device 276, butis also applicable to the actuation of brake pedal 262. Curve 310represents the actuation of input device 276 wherein at time 332 inputdevice 276 is depressed and at time 334 input device 276 is released.Curve 312 illustrates an exemplary damping profile for shock absorbers110 for the same time span. At time 332, the stiffness of shockabsorbers 110 is increased from a pre time 332 level 314 to a deviatedlevel 316. The stiffness is held at deviated level 316 from time 332 totime 336 and then decays back to level 314 at time 338. In theillustrated example, deviated level 316 corresponds to a constantstiffness level, but the deviated level may have other profilesincluding at least a portion of the deviated level having an increasingslope, at least a portion of the deviated level having a decreasingslope, at least a portion of deviated level having a non-linear profile,and/or other suitable profiles. In the illustrated example, the deviatedlevel 316 corresponds to an increase in the stiffness of the shockabsorbers 110, but the deviated level may alternatively correspond to adecrease in the stiffness of the shock absorbers 110 relative to level314. In the illustrated example, at both pre time 332 and post time 338suspension controller 196 based on inputs 302 and 304 determines theappropriate damping levels. In the illustrated example, the levels arethe same, but may differ in some examples. In the illustrated example,the decay of the stiffness of shock absorbers 110 is linear from e 336to time 338, but may take on different profiles including non-linearprofiles. The time period between time 332 and time 336 is apredetermined time period set by suspension controller 196 for holdingshock absorbers 110 at stiffness level 316.

Referring to FIGS. 13A and 13B, an exemplary damping characteristicmodification based on a TASD Request is illustrated. FIG. 13Aillustrates a timing diagram for the actuation of input device 276, butis also applicable to the actuation of brake pedal 262. Curve 320represents the actuation of input device 276, wherein at time 342 inputdevice 276 is depressed and at time 344 input device 276 is released.FIG. 13A illustrates a longer hold of input device 276 in the depressedconfiguration compared to curve 310 of FIG. 12A. Curve 322 illustratesan exemplary damping profile for shock absorbers 110 for the same timespan. At time 342, the stiffness of shock absorbers 110 is deviated froma pre time 342 level 324 to a level 326. The stiffness is held atdeviated level 326 from time 342 to time 346 and then decays back tolevel 324 at time 348. In the illustrated example, deviated level 326corresponds to a constant stiffness level, but the deviated level mayhave other profiles including at least a portion of the deviated levelhaving an increasing slope, at least a portion of the deviated levelhaving a decreasing slope, at least a portion of deviated level having anon-linear profile, and/or other other suitable profiles. In theillustrated example, the deviated level 326 corresponds to an increasein the stiffness of the shock absorbers 110, but the deviated level mayalternatively correspond to a decrease in the stiffness of the shockabsorbers 110 relative to level 324. In the illustrated example, at bothpre time 342 and post time 348 suspension controller 196, based oninputs 302 and 304, determines the appropriate damping levels. In theillustrated example, the levels are the same, but may differ in someexamples. In the illustrated example, the decay of the stiffness ofshock absorbers 110 is linear from time 346 to time 348, but may take ondifferent profiles including non-linear profiles. The time periodbetween time 344 and time 346 is a predetermined time period set bysuspension controller 196 for holding shock absorbers 110 at stiffnesslevel 306. In FIG. 13B, the predetermined time period does not startuntil input device 276 is released at time 344.

Referring to FIGS. 14A and 14B, an exemplary damping characteristicmodification based on a TASD Request is illustrated. FIG. 14Aillustrates a timing diagram for the actuation of input device 276, butis also applicable to the actuation of brake pedal 262. Curve 370represents the actuation of input device 276 wherein input device 276 isdepressed and released twice, a first actuation 372 and a secondactuation 374. First actuation 372 begins at time 362 and secondactuation 374 ends at time 364. Curve 376 illustrates an exemplarydamping profile for shock absorbers 110 for the same time span. At time362, the stiffness of shock absorbers 110 is deviated from a pre time362 level 378 to a deviated level 380. The stiffness is held at level380 from time 362 to time 366 and then decays back to level 378 at time368. In the illustrated example, deviated level 380 corresponds to aconstant stiffness level, but the deviated level may have other profilesincluding at least a portion of the deviated level having an increasingslope, at least a portion of the deviated level having a decreasingslope, at least a portion of deviated level having a non-linear profile,and/or other other suitable profiles. In the illustrated example, thedeviated level 380 corresponds to an increase in the stiffness of theshock absorbers 110, but the deviated level may alternatively correspondto a decrease in the stiffness of the shock absorbers 110 relative tolevel 378. In the illustrated example, at both pre time 362 and posttime 368, suspension controller 196, based on inputs 302 and 304,determines the appropriate damping levels. In the illustrated example,the levels are the same, but may differ in some examples. In theillustrated example, the decay of the stiffness of shock absorbers 110is linear from time 366 to time 368, but may take on different profilesincluding non-linear profiles. Suspension controller 196 begins thepredetermined time period for level 380 upon the release of input device276 in first actuation 372. However, the subsequent second actuation 374causes suspension controller 196 to reset the predetermined time period.

Referring to FIGS. 15A and 15B, an exemplary damping characteristicmodification based on a TASD Request is illustrated. FIG. 15Aillustrates a timing diagram for the actuation of input device 276, butis also applicable to the actuation of brake pedal 262. Curve 388represents the actuation of input device 276 wherein input device 276 isdepressed and released twice, a first actuation 390 and a secondactuation 392. Curve 388 is similar to curve 370 of FIG. 14A, exceptthat the time period between the first actuation and the secondactuation is increased. First actuation 372 begins at time 400 andsecond actuation 374 ends at time 402. Curve 376 illustrates anexemplary damping profile for shock absorbers 110 for the same timespan. At time 400, the stiffness of shock absorbers 110 is deviated froma pre time 362 level 396 to a deviated level 398. The stiffness is heldat deviated level 398 from time 400 to time 404 and then begins decayingback to level 396 at time 400. In the illustrated example, deviatedlevel 398 corresponds to a constant stiffness level, but the deviatedlevel may have other profiles including at least a portion of thedeviated level having an increasing slope, at least a portion of thedeviated level having a decreasing slope, at least a portion of deviatedlevel having a non-linear profile, and/or other other suitable profiles.In the illustrated example, the deviated level 398 corresponds to anincrease in the stiffness of the shock absorbers 110, but the deviatedlevel may alternatively correspond to a decrease in the stiffness of theshock absorbers 110 relative to level 396. In the illustrated example,at both pre time 400 and post e 404, suspension controller 196, based oninputs 302 and 304, determines the appropriate damping levels. In theillustrated example, the decay of the stiffness of shock absorbers 110is linear from time 404 to time 403, but may take on different profilesincluding non-linear profiles. Suspension controller 196 begins thepredetermined time period for level 380 upon the release of input device276 in first actuation 390. However, the subsequent second actuation 392causes suspension controller 196 to reset the predetermined time periodand to once again increase the stiffness of shock absorber 110 to level398 at time 403. As shown in the illustrated embodiment, the increase tolevel 398 happens prior to the stiffness of shock absorber 110 returningto level 396. The stiffness of shock absorber 398 is held at level 398until time 406 and then begins decaying back to level 396 between time406 and time 408. In the illustrated example, the levels pre time 400and post time 408 are the same, but may differ in some examples.

Referring to FIGS. 16A-16C, an exemplary damping characteristicmodification based on a TAS(Request is illustrated. FIG. 16B illustratesa timing diagram for the actuation of brake pedal 262, but is alsoapplicable to the actuation of input device 276. Curve 410 representsthe actuation of brake pedal 262 wherein brake pedal 262 is depressedand released within a short period of time from 430 to 432, such as 20milliseconds. Such an actuation is commonly referred to tapping thebrakes. In FIG. 16C, curve 412 illustrates an exemplary damping profilefor shock absorbers 110 for the same time span. At time 432, thestiffness of shock absorbers 110 is deviated from a pre time 432 level416 to a deviated level 418. The stiffness is held at deviated level 418from time 432 to time 436 and then decays back towards level 416beginning at time 436 due to the expiration of the predetermined timeperiod set by suspension controller 196. In one example, deviated level418 corresponds to the same level of the Braking VCMS. However, beforethe stiffness level returns to level 416, suspension controller 196determines the occurrence of a VCMS suspension event at time 434, asshown in FIG. 16A by curve 420. The VCMS suspension event results insuspension controller 196 selecting a stiffness level of 422. However,the then current stiffness level at time 434 is higher than level 422,thus suspension controller 196 maintains the stiffness level at level418. At time 438, suspension controller 196 decays the stiffness levelfrom level 418 to level 422 due to the VCMS suspension event still beingactive as represented by curve 420. If suspension controller 196 haddetermined that the VCMS suspension event was concluded, suspensioncontroller 196 would have decayed the stiffness level from level 418back to level 416 assuming no other inputs 302 and 304 have altered thethen current suspension stiffness level. In the illustrated example, thedecay of the stiffness of shock absorbers 110 is linear from time 436 totime 438, but may take on different profiles including non-linearprofiles.

While embodiments of the present disclosure have been described ashaving exemplary designs, the present invention may be further modifiedwithin the spirit and scope of this disclosure. This application istherefore intended to cover any variations, uses, or adaptations of thedisclosure using its general principles. Further, this application isintended to cover such departures from the present disclosure as comewithin known or customary practice in the art to which this inventionpertains.

1. A method of controlling a damping characteristic of an adjustableshock absorber of a vehicle being operated by a driver, the driversteering the vehicle by holding a steering device with the hands of thedriver, the method comprising the steps of: (a) electronicallycontrolling with at least one controller the damping characteristic ofthe adjustable shock absorber based on a plurality of inputs from aplurality of sensors supported by the vehicle at a first time; (b)receiving at a second time subsequent to the first time a driverinitiated request to alter the damping characteristic of the adjustableshock absorber through an driver actuatable input; (c) altering with theat least one controller, at a third time subsequent to the second time,the damping characteristic of the adjustable shock absorber based on thereceived driver initiated request; and (d) automatically altering withthe at least one controller, at a fourth time subsequent to the thirdtime, the damping characteristic of the adjustable shock absorber basedon the plurality of inputs from the plurality of sensors.
 2. The methodof claim 1, wherein the vehicle maintains a ground speed of greater thanzero from the first time through the fourth time.
 3. The method of claim1, wherein the damping characteristic at the fourth time is based on theplurality of inputs from the plurality of sensors supported by thevehicle at the fourth time.
 4. The method of claim 1, wherein step (c)includes the steps of: deviating a stiffness of the dampingcharacteristic of the adjustable shock absorber relative to thestiffness of the damping characteristic of the adjustable shock absorberat the first time; and at a fifth time between the third time and thefourth time, altering the stiffness of the damping characteristic of theadjustable shock absorber towards a current determined dampingcharacteristic of the adjustable shock absorber based on the pluralityof inputs from the plurality of sensors.
 5. The method of claim 4,wherein the stiffness of the damping characteristic of the adjustableshock absorber is held at a deviated level between the third time andthe fifth time.
 6. The method of claim 5, wherein the step of alteringthe stiffness of the damping characteristic of the adjustable shockabsorber at the fifth time includes the step of linearly altering thestiffness of the damping characteristic of the adjustable shock absorberfrom the deviated level to the current determined damping characteristicof the adjustable shock absorber based on the plurality of inputs fromthe plurality of sensors.
 7. The method of claim 4, wherein the step ofaltering the stiffness of the damping characteristic of the adjustableshock absorber at the fifth time includes the step of linearly alteringthe stiffness of the damping characteristic of the adjustable shockabsorber to the current determined damping characteristic of theadjustable shock absorber based on the plurality of inputs from theplurality of sensors.
 8. The method of claim 1, wherein the vehicleincludes a plurality of ground engaging members; a frame coupled to theplurality of ground engaging members through a plurality of suspensions,a first ground engaging member of the plurality of ground engagingmembers being coupled to the frame through a first suspension, the firstsuspension including a first adjustable shock absorber of the at leastone adjustable shock absorber, a second ground engaging member of theplurality of ground engaging members being coupled to the frame througha second suspension, the second suspension including a second adjustableshock absorber of the at least one adjustable shock absorber, and athird ground engaging member of the plurality of ground engaging membersbeing coupled to the frame through a third suspension, the thirdsuspension including a third adjustable shock absorber of the at leastone adjustable shock absorber; and a driver seat supported by the frameand having a seating surface positioned rearward of the steering device,the first adjustable shock absorber and the second adjustable shockabsorber being positioned forward of the steering device and the thirdadjustable shock absorber being positioned rearward of the steeringdevice, wherein in step (c) the damping characteristic of the firstadjustable shock absorber and the damping characteristic of the secondadjustable shock absorber are altered.
 9. The method of claim 8, whereinstep (c) includes the steps of: deviating a stiffness of the dampingcharacteristic of the first adjustable shock absorber relative to thestiffness of the damping characteristic of the first adjustable shockabsorber at the first time and deviating a stiffness of the dampingcharacteristic of the second adjustable shock absorber relative to thestiffness of the damping characteristic of the second adjustable shockabsorber at the first time; and at a fifth time between the third timeand the fourth time, altering the stiffness of the dampingcharacteristic of the first adjustable shock absorber towards a currentdetermined damping characteristic of the first adjustable shock absorberbased on the plurality of inputs from the plurality of sensors andaltering the stiffness of the damping characteristic of the secondadjustable shock absorber towards a current determined dampingcharacteristic of the second adjustable shock absorber based on theplurality of inputs from the plurality of sensors.
 10. The method ofclaim 1, wherein step (c) includes the steps of: deviating a stiffnessof the damping characteristic of the at least one adjustable shockabsorber relative to the stiffness of the damping characteristic of theat least one adjustable shock absorber at the first time; and at a fifthtime between the third time and the fourth time, altering the stiffnessof the damping characteristic of the at least one adjustable shockabsorber, wherein the fifth time is a predetermined time delay periodfrom the third time.
 11. The method of claim 10, wherein the step ofaltering the stiffness of the damping characteristic of the at least oneadjustable shock absorber includes altering the stiffness of the dampingcharacteristic of the at least one adjustable shock absorber towards acurrent determined damping characteristic of the at least one adjustableshock absorber based on the plurality of inputs from the plurality ofsensors.
 12. The method of claim 10, wherein the driver initiatedrequest corresponds to an actuation of the driver actuatable input froma first configuration to a second configuration and the method furthercomprises the step of initiating the predetermined time delay periodupon the actuation of the driver actuatable input to the secondconfiguration.
 13. The method of claim 10, wherein the driver initiatedrequest corresponds to an actuation of the driver actuatable input froma first configuration to a second configuration and the method furthercomprises the step of initiating the predetermined time delay periodupon a detection of the driver actuatable input returning towards thefirst configuration.
 14. The method of claim 10, wherein the driverinitiated request corresponds to an actuation of the driver actuatableinput from a first configuration to a second configuration and themethod further comprises the steps of: initiating the predetermined timedelay period upon one of the actuation of the driver actuatable input tothe second configuration and a detection of the driver actuatable inputreturning towards the first configuration; receiving at a sixth timesubsequent to the third time and prior to the fifth time, a seconddriver initiated request to alter the damping characteristic of theadjustable shock absorber through the driver actuatable input; anddelaying the fifth time by resetting the predetermined time delay basedon the second driver initiated request.
 15. The method of claim 10,wherein the driver actuatable input is a brake pedal and the step ofreceiving at the second time subsequent to the first time the driverinitiated request includes the step of detecting a tapping of the brakepedal.
 16. The method of claim 1, wherein the driver actuatable input isactuatable by the driver in the absence of requiring a removal of eitherof the hands of the driver from the steering device.
 17. The method ofclaim 16, wherein step (c) includes the steps of: increasing a stiffnessof the damping characteristic of the adjustable shock absorber relativeto the stiffness of the damping characteristic of the adjustable shockabsorber at the first time; and at a fifth time between the third timeand the fourth time, reducing the stiffness of the dampingcharacteristic of the adjustable shock absorber towards a currentdetermined damping characteristic of the adjustable shock absorber basedon the plurality of inputs from the plurality of sensors.
 18. The methodof claim 17, wherein the stiffness of the damping characteristic of theadjustable shock absorber is held at a constant level between the thirdtime and the fifth time.
 19. The method of claim 17, wherein the step ofreducing the stiffness of the damping characteristic of the adjustableshock absorber at the fifth time includes the step of linearly reducingthe stiffness of the damping characteristic of the adjustable shockabsorber from the constant level to the current determined dampingcharacteristic of the adjustable shock absorber based on the pluralityof inputs from the plurality of sensors.
 20. A vehicle for operation bya driver, comprising: a plurality of ground engaging members; aplurality of suspensions supported by the plurality of ground engagingmembers, the plurality of suspensions including a plurality ofadjustable shock absorbers; a frame coupled to the plurality of groundengaging members through the plurality of suspensions, a first groundengaging member of the plurality of ground engaging members beingcoupled to the frame through a first suspension, the first suspensionincluding a first adjustable shock absorber of the plurality ofadjustable shock absorbers, a second ground engaging member of theplurality of ground engaging members being coupled to the frame througha second suspension, the second suspension including a second adjustableshock absorber of the plurality of adjustable shock absorbers, and athird ground engaging member of the plurality of ground engaging membersbeing coupled to the frame through a third suspension, the thirdsuspension including a third adjustable shock absorber of the pluralityof adjustable shock absorbers; a steering system supported by the frameand including a steering device operatively coupled to at least one ofthe plurality of ground engaging members to steer the vehicle; a driveractuatable input which is positioned to be actuatable by the driver; adriver seat supported by the frame and having a seating surfacepositioned rearward of the steering device, the first adjustable shockabsorber and the second adjustable shock absorber being positionedforward of the steering device and the third adjustable shock absorberbeing positioned rearward of the steering device; a plurality of sensorssupported by the plurality of ground engaging members; and at least onecontroller operatively coupled to the plurality of adjustable shockabsorbers and the plurality of sensors, the at least one controllerconfigured to: (a) determine a damping characteristic of at least one ofplurality of adjustable shock absorbers based on a plurality of inputsfrom the plurality of sensors; (b) receive a driver initiated request toalter the damping characteristic of the at least one of the plurality ofadjustable shock absorbers from the driver actuatable input; (c) alterthe damping characteristic of the at least one of the plurality ofadjustable shock absorbers in response to the received driver initiatedrequest for a first period of time, and (d) subsequent to (c),automatically alter the damping characteristic of the at least one ofthe plurality of adjustable shock absorbers again based on the pluralityof inputs from the plurality of sensors at an expiration of the firstperiod of time.